Performance Based Navigation

Implementation Plan

Performance Based Navigation Implementation Plan

CONTENTS
04

1. Background

11

Airspace Capacity
Environmental Issues
06

PBN ROAD MAP |

08

Enhancement of Airspace capacity

Low Carbon, Green Sky
Implementation of APV
Noise Reduction
Enhancement of Accessibility

2. Evolution of Navigation
Area Navigation
Current Status in the Republic of Korea
PBN & Global Harmonization

14

5. Implementation Plan
Short Term
Medium Term
Long Term

3.Development of PBN Implementation Plan

National PBN Task Force
Principles
Assessment of CNS Infrastructure
Assessment of PBN Fleet Readiness

4. Challenges

17

6. Safety Assessment
Review Stage
Pre-implementation Safety Assessment
Post-implementation Safety Assessment

Domestic air traffic increased at an average of 7.3% per year for the past 20 years and is
expected to show continued growth. International Air Transport Association (IATA) estimates
the air traffic volume to triple over the next 20 years and, likewise, the traffic volume of
Incheon International Airport is estimated to triple, compared to 2005, to 490K flights in 2025.

There is very limited airspace and such fact calls for new solutions to relieve congestion
caused by the increase in air traffic and to handle the traffic in the future.
At the same time, we must deal with environmental issues such as noise and greenhouse
gases. These are not only domestic but global issues that must be dealt with as a common
global task. Many countries are introducing performance-based navigation (PBN) as a
solution to improving environmental problems, and ICAO also encourages PBN.
PBN is a new navigation concept based on area navigation (RNAV), utilizing advanced
avionics and satellites that allow flights on any desired path and enable much higher
precision flights than in the past and making it possible to establish many more routes within
a limited airspace. This will enhance the airspace capacity, improve air traffic flows and allow
setting shorter routes.

Executive
Summary

This will mean lesser delays and shorter flight distances which contribute to reduction of
fuel consumptions (aircraft CO2 emissions), making PBN the best way for achieving Low
Carbon, Green Growth in the aviation sector. Further, PBN utilizes satellites and other stateof-the-art navigation systems so that it can be the optimum solution for the most efficient use
of current capabilities.
The Ministry of Land, Transport and Maritime Affairs decided to gradually change the
navigation system within airspace of the Republic of Korea (ROK) from the current sensor
based navigation to performance based navigation. Further, to ensure that airspace users
are well prepared for this transition, the Ministry decided to draw up a PBN implementation
plan and formed a task force for that purpose in November 2008.

All concerned air navigation organizations will continue to exert efforts and to work
cooperatively with each other to ensure smooth transition to the new navigation system in
accordance with the implementation plan. All airspace users should be fully aware of this and
be well prepared for changes to come in the future.

Deputy Minister of Civil Aviation, MLTM

Performance Based Navigation Implementation Plan

Composed of experts from all related fields including flight procedures, airspace, air traffic
control, NAVAIDs operations, airworthiness, flight inspection, aeronautical information,
airport, etc., the PBN Task Force worked for about a year to draft the PBN implementation
plan and evaluate requirements necessary for implementation of PBN. Thanks to their
hardworking efforts, it is with great pleasure to announce that the PBN implementation plan is
now ready for release. This will be a new momentum in the improvement of Koreas airspace
system, flight safety, flight efficiency, and environmental issues. Improvements and benefits
derived from the transition to PBN will serve as the foundation for even further development
of aviation industry.

01
Background
Airspace Capacity
Air traffic in the ROK has increased at an annual average
of approximately 7.3% in the past 20 years. In the case of
domestic services, the traffic had decreased for a short period
following opening of the high speed train services (KTX) in 2003.
However, services by low cost carriers (LCCs) have turned that
around and domestic air traffic is on the rise again. International
air traffic continues to record steady growth with more frequent
services to Japan, America, and China and the Southeast Asia in
particular.
International Air Transport Association (IATA) forecasted that
international passenger flights would increase 4.9% every year
from 2007 to 2026 and grow almost triple in size within 20 years.
It is forecasted that Koreas air traffic will show similar rate of
growth. The traffic at Incheon International Airport in 2025 is
estimated to be approximately 490K flights, about three times
that of 2005. In the same year, the traffic in Incheon FIR is
forecasted to reach around 1033K flights.
The biggest issue following such traffic growths is congestion
of airspace. Over 60% of the total air traffic of the ROK is in
the airspace of the capital region, making it the most congested
airspace and it is expected that congestion will worsen rapidly.
Congestion causes delays and not only impedes efficient
operation but also results in heavier air traffic control workloads
that could affect flight safety.
PBN ROAD MAP |

Although Incheon International Airport has been continually

expanded (opening of 3rd runway in 2008 and construction of
4th runway planned) since its opening in March 2001, in order
to prepare for the growing traffic and transport share being
concentrated in the capital region, expansion of airport facilities
cannot be the fundamental solution to improving airspace
capacity.
There is a need to come up with ways to use the available limited
airspace in a more efficient manner in order to ease airspace
congestion and to accommodate the growing air traffic. That
is, the solution must ensure flight safety and at the same time
improve air traffic flow.

Environmental Issues
Growth of air transport industry has positive effects on a countrys economic
growth but it also accompanies negative environmental effects such as
greenhouse gases and noise.
Globally, greenhouse gases from aircraft account for about 3% of all emissions
and 12% of total emissions from the transport sector. The numbers are not
very high and air transport is not the major cause of emissions but what must
be noted is that its effects are increasing at a fast rate. Moreover, emissions
of greenhouse gases from aircraft contain large amounts of nitrogen oxides in
addition to carbon dioxide and are known to produce even greater greenhouse
effects.

Another environmental issue is the noise problem. Extending airport operation

hours has been used most often as a way to accommodate increasing traffic but
it has become more difficult to do so because of noise-related complaints from
local residents. Increasing the number of flights during operation hours is also
being affected. As these problems will only be further aggravated, solutions to
reduce noise while still promoting the development of the aviation industry are
sorely needed.

Performance Based Navigation Implementation Plan

These problems will worsen as air traffic increases and it is necessary for the
government to adopt Low Carbon, Green Growth policies in the aviation field
that will promote the development of the aviation industry while reducing its
influences on global warming. Such objectives can be achieved most effectively
by using lesser fuel consumption through the use of optimum routes and
reduced delays. That is, shortened flight routes and improved air traffic flow
management (ATFM) can also be the solutions to environmental problems.

02
Evolution of Navigation

Area Mavigation
NDB, VOR/DME and other ground radio navigation aids were
developed in order to overcome operational restrictions posed by
early navigation that relied on pilots eye. Conventional navigation
that flies along the radio signals provided by ground facilities has
PBN ROAD MAP |

contributed for decades to enhancing flight safety and accessibility.

As navigation system develops, RNAV (Area Navigation), a
method of navigation that permits aircraft operation on any desired
course, has become available. Since RNAV is different from the
conventional navigation in that flight between any two random
points is possible regardless of the location of ground facilities,
more flexible route structure can be designed.

Current Status in the ROK

To take advantage of these developments, the ROK first introduced
RNAV route in 2001 in Seoul TMA that includes Koreas busiest
airports, Incheon and Gimpo. Since then, RNAV routing has been
expanded to other airports including Yangyang, Yeosu, Jeju and Muan
Airports so that RNAV procedures account for about 30% of all SIDs
and about 47% of all STARs.
In the case of en routes, 6 of Koreas 25 en routes are now RNAV
routes and they have been introduced since 2005. However, these
RNAV routes are designed for the purpose of transitions between
major routes and when taking into consideration the very advanced
navigation performances of todays aircraft, RNAV routes in the ROK
are providing only part of RNAVs full potential benefits.

PBN & Global Harmonization

At the same time, more aircraft are being equipped with RNAV system
and the accuracy of RNAV system is being continually enhanced. This
has led naturally to more and more demands from users wishing to
make maximum use of the satellite and advanced avionics. In response
to these demands, RNAV standards and systems were developed but
only resulted in different standards that were not consistent from region
to region or from industry to industry and it has been pointed out for
This incited ICAO to provide guidance materials and introduce a
new navigation concept based on RNAV called performance-based
navigation (PBN) for global harmonization of navigation identifying ATS
routes into different categories according to navigation performances.
In addition, ICAO urged all Member States to implement RNAV and
RNP ATS routes and approach procedures in accordance with the
ICAO PBN concept laid down in the PBN manual(Document 9613) at
the 36th ICAO Assembly .

Performance Based Navigation Implementation Plan

many years that such inconsistencies could impede flight safety.

03
Development of PBN
Implementation Plan
National PBN Task Force
The Ministry of Land, Transport and Maritime Affairs is making a stage by stage transition from the current conventional navigation
to performance based navigation in Koreas airspace. Further, the Ministry decided to draw up a PBN implementation plan to help
airspace users make a smooth transition and organized the national PBN Task Force composed of experts from all related fields
including flight procedures, airspace, air traffic control, NAVAIDs operations, airworthiness, flight inspection, aeronautical information,
airport etc. Over the past year, the task force has been carrying out given tasks such as the establishment of the PBN implementation
plan and evaluating necessary requirements for implementation of PBN. The task force team meets regularly to discuss current
issues raised regarding the PBN implementation. A leader of the team is from MLTM and he/she keeps up-to-date data related to
PBN transition tasks at national level by constantly receiving information from each team member. The team leader also pushes to
address their efforts to the global trend for harmonization with adjacent countries and regional plans.

Principles
The following principles were applied in drawing up the PBN implementation plan.
First : Global harmonization
Have all regulations, navigation requirements, and flight procedures designs comply with ICAOs PBN Manual, SARPs, PANS, and
other international standards.
PBN ROAD MAP |

Second : Smooth transition

Continue operation of conventional procedures during the transition period in order to ensure the operation of aircraft not equipped
with RNAV.
Third : Regional harmonization
There should be no conflict with Asia-Pacific regions PBN implementation plan.
Fourth : Safety Assessment
Conduct safety assessment before and after PBN implementation to ensure that proper level of safety is achieved and maintained.

Assessment of CNS Infrastructure

The status of navigation infrastructure for PBN implementation are as follows.
All RNAV and RNP operations are conducted solely with reference to WGS84 coordinates. It was first adopted in the ROK in 1998 and surveys at all
airports in the country are based on WGS-84. Hence, as far as coordinate
system goes, basic conditions for PBN implementation are already met.
Assessment of aircraft navigation performance concluded that most of
commercial aircraft in the ROK were already equipped with RNAV. In detail,
93% of the aircraft registered for air transport industry is ready for RNAV
using satellites and 100% is ready for RNAV using DME/DME/IRU. In
addition, radar surveillance and two way radio communication service for
every corner of the airspace within Incheon FIR is provided.
However, in case of RNAV 1 and RNAV 2, it was found that it would be
necessary to restrict the sensors to DME/DME/IRU and GNSS or GNSS
only because of the presence of gaps at low altitudes in many TMAs due to
topography or geometry of DMEs. In addition, 76% of airways in Incheon
FIR, 66% of SID and 27% of STAR are still operated with ground based
conventional navigation system such as VOR, TACAN, VORTAC, DME and
so forth.
Consequently, it can be said that communication and surveillance
infrastructure for PBN are properly prepared and aircrafts capabilities are
almost met for PBN implementation.

Performance Based Navigation Implementation Plan

Assessment of PBN fleet Readiness

Domestic fleet
The majority of aircraft registered in the ROK are operated by airlines. The aircraft which are expected to use PBN airspaces are
mainly jet transporters equipped with advanced navigation capability. Almost all the aircraft operated by national carriers of the ROK
are equipped with GPS receivers and other equipment required for PBN implementation. There are 68 aircraft being operated by
the operators other than airlines. Following table shows overall fleet composition of aircraft registered in the ROK including general
aviation.
Type of aircraft

Total Number

RNP 2/1, RNP APCH

RNAV 5/2/1

B747-400
B777-300
B777-300ER
B777-200
A330-223
B767-300
B767-300F
B737-500
B737-400
A330-323
A330-322
A300-600R
B737-800
B737-900
B747-400F
A320-200
A321-100
A321-200
A330-300
B777-200ER
B737-700
B737-600
others
Total

24
4
4
18
3
7
1
3
5
11
5
10
24
16
32
11
2
13
8
11
5
1
68
286

24
4
4
18
3
0
0
0
0
11
5
10
24
16
32
11
2
13
8
11
5
1
28
230

24
4
4
18
3
7
1
3
5
11
5
10
24
16
32
11
2
13
8
11
5
1
48
266

International fleet expected to use Incheon FIR

PBN ROAD MAP |

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Within Incheon FIR, there are eight international airports. The operators of foreign registered aircraft are mainly airlines, and there
have been 52 airlines which have used Incheon FIR in recent years. It was found that 100% of the foreign fleet are capable of RNAV
and 85% are capable of RNP through the survey of 39 airlines conducted in May 2010. The table below shows the status of PBN
implementation capability of foreign airlines operating at international airports in the ROK.
Total
Airlines

Surveyed
Airlines

GPS
equipped

GPS not
equipped

RNAV 5

RNAV 2

RNAV 1

RNP 2/1

RNP APCH

52

39

33

39

39

39

33

33

Noting that the majority of aircraft operating in Incheon FIR has capability of RNAV and RNP navigation, not any significant problems
are expected in implementing PBN.

04

Challenges
Enhancement of Airspace capacity

New routes are direly needed in order to ease this heavy congestion and to cope with future traffic but establishing additional routes
is not very flexible using the conventional method that also requires much more airspaces. On the other hand, higher navigation
accuracy means lesser deviation and such ability to keep flight paths makes narrowing of route widths and cushions between routes
possible, so that new routes can be added to the limited airspace. Utilizing the advantages of PBN, new routes will be added in
congested airspaces, and routes between neighboring countries straightened out, and routes established exclusively for over flights
to disperse air traffic. These will not only improve air traffic flow to ease congestion but will also reduce air traffic control workload
and contribute to flight safety by lowering the incidence of aircraft proximity.

Performance Based Navigation Implementation Plan

The traffic on 5 major routes (B576, G597, G585, A582 and A586) accounts for 82 percent of total traffic volume. Even among
these routes, majority of the traffic is concentrated on B576 and G597 routes used for flights to/from the capital region. In particular,
a survey found that a city pair between Seoul (Gimpo) and Jeju, operating on B576, was the third busiest city pair in the world at 858
flights per week in 2007 already. Operations for this city pair are increasing rapidly and have reached up to 1,152 flights per week in
2009.

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Low Carbon, Green Sky

The most effective way to reduce carbon

dioxide in aviation field is to cut fuel
consumption by shortening flight distances.
With conventional navigation, aircraft flies
along a route defined by signals provided by
ground navigation facilities so that air routes
are influenced by the locations of ground radio
navigation facilities. This poses limitations in
shortening flight distances using conventional
navigation. On the other hand, air routes
can be set more freely with PBN making it
easier to shorten distances and is effective
in reducing CO 2. Accordingly, continued
implementation of PBN for reduction of GHG
was included in the Ministerial Declaration of
the 6th APEC Transport Ministers Meeting in
April 2009.

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In establishing new air routes, the Korean government will place top priority on shortening
flight distances with specific goal to reducing at least 2 miles per departure/arrival route.
This will cut fuels costs by approximately 11.5 billion won and reduce CO2 emissions by
about 45,000 tons annually, thus simultaneously bringing positive economic effects and
solving environmental problems. Furthermore, continuous descent operations (CDO)
with optimized thrust power compared with that of sept-down operations would contribute
to saving fuel. CDO has already been adopted at Gimpo Airport upon completing test
operations and will be expanded to other major airports in the country.

Implementation of Approach Procedure with Vertical Guidance (APV)

In the ROK, 34 percent of the runways are non-precision runways without instrumental landing systems (ILS) that support
precision approach. Landing is possible only with non-precision approaches at these runways. Step-down descent
method used in the non-precision approach not only consumes much fuel but hinders flight safety by causing controlled
flight into terrain (CFIT). Further, final approach courses in most non-precision approach procedures using VORs are offset from runway centerline rendering greater flight difficulties. These weak points act as factors that raise the weather
minimum which means that airport accessibility is not good under bad weather conditions.
However, most commercial aircraft nowadays use satellites and have necessary equipments installed on aircraft so that
they can make constant descent with approach procedure with vertical guidance (APV). Furthermore, final approach
course can also be aligned with the runway center line. Hence, adoption of APV would complement many weaknesses
of non-precision approach procedures. For this reason, APV will be used in preference to all non-precision approach
procedures and will be used as preliminary procedures at precision approach runways.

Noise Reduction
Noise problems can grow as air traffic volume grows. In particular, there will
naturally be more noise complaints at airports located nearby downtown
areas and will pose a obstacle in extending airport operation hours even when
it is necessary owing to increased traffic. Implementation of PBN will not do
away completely with noise problems but it will help since aircraft can easily
avoid residential or noise sensitive areas along the prescribed track.
Under Article 108-2 of Koreas Aviation Act, these will be taken into
consideration in establishing routes in airports where noise abatement
procedures are required. In addition, adoption of continuous descent
operation that was adopted at Gimpo Airport in 2007 and proven to have
noise abatement effects will be expanded to other major airports including
Incheon International Airport.

Some airports surrounded by high terrains only permit landings by circling approaches instead of straight-in and it
frequently brings flight cancellation during adverse weather conditions due to high weather minimum. To this end, RNP
AR approach procedure will be introduced which allows curved approach on final approach segment. Considering that
RNP AR requires the highest level of navigation accuracy with which not many aircraft are able to meet, operational
benefits and feasibility will be evaluated first before introduction, and safety assessment is prerequisite to introduction.

Performance Based Navigation Implementation Plan

Enhancement of Accessibility

13

05 Implementation
plan

Short Term 2010 ~ 2012

All current RNAV routes in the ROK will be readjusted to meet
ICAOs PBN concept and clearly state navigation specification.

En route
All the current RNAV routes will be changed to RNAV 5. RNAV
2 will be introduced to establish unidirectional parallel routes on
heavily congested routes such as B576 to improve air traffic flow
and the number of aircraft that can be handled without adding
the workload to air traffic controllers will be increased in the
future as well. Those routes will be separated by at least 8NM
laterally. In addition, efforts will be made to harmonize navigation
specifications on routes connected with neighboring countries like
Japan.

Terminal

PBN ROAD MAP |

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Current RNAV STAR and SID will be switched over to RNAV 1

which will also be applied to new STAR and SID during this term.
In this case, priority will be given to easing congestion of airspace
in the capital region and reducing the controllers workload. This is
both to cope with the congestion and growing air traffic demands
and at the same time to improve flight safety by lowering the
incidence of aircraft proximity and other safety impediments.
When selecting SID courses, RNAVs track keeping advantages
will be utilized to the fullest to give consideration to avoiding
heavily populated residential areas. And, continuous descent
operations (CDO)will be expanded to all major airports including
Incheon and Jeju.

Approach
APV-Baro VNAV will be introduced to all international airports and high traffic domestic
airports. At these airports, APV-Baro VNAV will be adopted at non-precision runways
without ILS for priority operation over non-precision approach procedures and this will
help to tackle problems off-set and step-down approach of non-precision approaches
and eventually the flight safety and accessibility.
Mixed navigation environment will be inevitable during the transition period. Therefore,
taking air traffic control workload into account, instrument approach procedures will
be designed as much as possible to have initial approach waypoints correspond with
the initial approach fixes of conventional approach procedures. In addition, study on
introduction of GBAS will be launched as well.

Medium Term : 2013 - 2016

En route
RNAV 2 or RNP 2 will be applied to new RNAV routes installed during this period.
Routes between the ROK and neighboring countries will be straightened out during this
period as well and new routes will be established exclusively for overflights in an effort
to diversify traffic. Concerned countries will be consulted for the development of new
routes and for regional harmonization of navigation specifications.

Terminal
Introduction of RNAV 1 or RNP 1 in International airports will be completed during this
period and RNAV 1 or RNP 1 will be expanded to major domestic airports. And, as
needed, RNAV 1 or RNP will be mandated within some congested TMAs. Continuous
descent operation (CDO) will be expanded to domestic airport as well.

Introduction of APV-Baro will be completed at all airports in the ROK and trial operation
of GLS (GBAS Landing System) will be started at the selected airports. During this
term, studies will be conducted to review the progress of PBN implementation and
to evaluate the need of each ground NAVAID. Thereafter, evaluation results will be
noticed to public.

Performance Based Navigation Implementation Plan

Approach

15

Long Term 2017 ~

All RNAV 5 routes in operation will be switched over to RNAV 2 or RNP 2 and Approach procedures using GBAS will
be expanded to other airports. VOR routes and RNAV routes will be completely separated at specific altitudes. Ground
NAVAIDs on the removal notice will be out of commission gradually from 2021 and conventional routes will be replaced with
RNAV routes. The safety assessment associated with the removal of existing ground navigational aids will be conducted with
consideration of ensuring TLS be met at involved airspace.

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06
Safety Assessment
Safety assessment will be conducted to ensure safe operation that meets TLS.
The safety assessment process has three stages; (1) Review stage; (2) Preimplementation assessment, and (3) Post-implementation assessment.

Review stage
Once the design process has been completed for any PBN implementation, a series of review
meetings will be held in order to identify any significant hazards or violation of safety regulations.
The review team will be composed of pilots from airlines, flight procedure designers and air traffic
controllers. If the team finds any serious defect which results in unacceptable level of safety, then
the airspace in question must be redesigned. The team will meet several times to finalize the
airspace design that delivers an acceptable level of safety.

Performance Based Navigation Implementation Plan

17

Pre-implementation safety assessment

Though the airspace is reviewed and is verified of having an acceptable level of
safety, a meeting for official safety assessment should be held to see if every corner
of operational environment is safe, reflecting changes introduced by the new concept
of navigation specification. The meeting will identify any hazards, even those with
minor problems, and organize them into a list. Then a risk assessment process will
be conducted to list-up the expected risks and rate them according to the guidelines
provided by ICAO SMS manual. The members of the safety assessment meeting are
composed of pilots from airlines, airspace planners, flight procedure designers, air traffic
controllers, navaid facility operators, and other experts from related organizations. If the
meeting finds risks which require risk mitigation, they will recommend specific remedial
actions for risk mitigation. When the level of safety is considered sufficient to meet TLS
after the above mentioned process, the operation of the PBN airspace can be started.

Post-implementation safety assessment

It is necessary to analyze flight track data after the implementation of the PBN procedure to see if TLS is met. As a source
of flight track, the radar track data will be used at the initial stage. Also a system that utilizes ADS-B track data as another
source of flight track data will be developed in the near future. The recorded source data for specific months of the year
will be collected for deviation analysis. Software for measuring magnitude of deviation from collected flight track will be
developed and safety assessment experts will evaluate the level of safety through deviation analysis and collision risk
analysis utilizing a Probability Density Function and Collision Risk Model.

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